Method for transmitting sensing information for remote driving in automated vehicle &amp; highway system and apparatus therefor

ABSTRACT

A method for transmitting sensing information of an autonomous vehicle for remote driving in automated vehicle &amp; highway systems includes: receiving information on a driving route of the autonomous vehicle from a server; acquiring sensing information of a surrounding environment; setting priority values of sensors for transmission of the sensing information on the basis of a driving direction determined by the information on the driving route; setting a value for a degree of danger of a sensed object on the basis of the sensing information; and setting a transmission period of the sensing information on the basis of the value for the degree of danger. Accordingly, sensing information required for a driving situation can be efficiently transmitted. Further, one or more an autonomous vehicle, a user terminal and a server of the present invention can be associated with an artificial intelligence module, an unmanned aerial vehicle (UAV) robot, an augmented reality (AR) device, a virtual reality (VR) device, a device related to 5G service, and the like.

TECHNICAL FIELD

The present invention relates to an automated vehicle & highway system,and more particularly, to a method for transmitting sensing informationfor remote driving and an apparatus therefor.

BACKGROUND ART

Vehicles can be classified into an internal combustion engine vehicle,an external composition engine vehicle, a gas turbine vehicle, anelectric vehicle, etc. according to types of motors used therefor.

An autonomous vehicle refers to a self-driving vehicle that can travelwithout an operation of a driver or a passenger, and automated vehicle &highway systems refer to systems that monitor and control the autonomousvehicle such that the autonomous vehicle can perform self-driving.

DISCLOSURE Technical Problem

An object of the present invention is to provide a method fortransmitting sensing information for remote driving in an automatedvehicle & highway system and an apparatus therefor.

Further, an object of the present invention is to provide a method forefficiently transmitting sensing information required according to adriving environment of an autonomous vehicle in an automated vehicle &highway system and an apparatus therefor.

It will be appreciated by persons skilled in the art that the objectsthat could be achieved with the present invention are not limited towhat has been particularly described hereinabove and the above and otherobjects that the present invention could achieve will be more clearlyunderstood from the following detailed description.

Technical Solution

In one aspect of the present invention, a method for transmittingsensing information of an autonomous vehicle for remote driving inautomated vehicle & highway systems includes: receiving information on adriving route of the autonomous vehicle from a server; acquiring sensinginformation of a surrounding environment; setting priority values ofsensors for transmission of the sensing information on the basis of adriving direction determined by the information on the driving route;setting a value for a degree of danger of a sensed object on the basisof the sensing information; and setting a transmission period of thesensing information on the basis of the value for the degree of danger,wherein the setting of the transmission period comprises setting ashorter transmission period as the value for the degree of dangerincreases.

Further, the setting of the priority values may include setting ahighest priority value for a sensor that senses the driving direction.

Further, the method may further include setting a transmitted data typeof the sensing information on the basis of the value for the degree ofdanger.

Further, the method may further include transmitting the sensinginformation to the server on the basis of the priority values, thetransmission period and the transmitted data type.

Further, the transmitted data type may include text data, picture dataand image data.

Further, the method may further include transmitting sensing informationin which the object is focused on the basis of the value for the degreeof danger.

Further, the value for the degree of danger may be based on an estimatedarrival time and a value for a degree of proximity of the object.

Further, the value for the degree of proximity may be based on whether apredicted route of the object and the driving route correspond to eachother.

Further, the priority values may be reset for a predetermined time onthe basis of the degree of danger.

In another aspect of the present invention, an autonomous vehicletransmitting sensing information for remote driving in automated vehicle& highway systems includes: a sensing unit including a plurality ofsensors; a communication device; a memory; and a processor, wherein theprocessor is configured to receive information on a driving route of theautonomous vehicle from a server through the communication device, toacquire sensing information of a surrounding environment through thesensing unit, to set priority values of sensors for transmission of thesensing information on the basis of a driving direction determined bythe information on the driving route, to set a value for a degree ofdanger of a sensed object on the basis of the sensing information and toset a transmission period of the sensing information on the basis of thevalue for the degree of danger, wherein a shorter transmission period isset as the value for the degree of danger increases.

Further, the processor may sets a highest priority value for a sensorthat senses the driving direction.

Further, the processor may set a transmitted data type of the sensinginformation on the basis of the value for the degree of danger.

Further, the processor may transmit the sensing information to theserver through the communication device on the basis of the priorityvalues, the transmission period and the transmitted data type.

Further, the transmitted data type may include text data, picture dataand image data.

Further, the processor may transmit sensing information in which theobject is focused on the basis of the value for the degree of dangerthrough the communication device.

Further, the value for the degree of danger may be based on an estimatedarrival time and a value for a degree of proximity of the object.

Further, the value for the degree of proximity may be based on whether apredicted route of the object and the driving route correspond to eachother.

Further, the priority values may be reset for a predetermined time bythe processor on the basis of the degree of danger.

Further, the autonomous vehicle may realize at least one advanced driverassistance system (ADAS) function on the basis of a signal forcontrolling movement of the autonomous vehicle.

Advantageous Effects

According to an embodiment of the present invention, it is possible totransmit sensing information for efficient remote driving in anautomated vehicle & highway system.

According to an embodiment of the present invention, it is possible toefficiently transmit sensing information required according to a drivingenvironment of an autonomous vehicle in an automated vehicle.

It will be appreciated by persons skilled in the art that the effectsthat could be achieved with the present invention are not limited towhat has been particularly described hereinabove and the above and othereffects that the present invention could achieve will be more clearlyunderstood from the following detailed description.

DESCRIPTION OF DRAWINGS

FIG. 1 is a block diagram of a wireless communication system to whichmethods proposed in the disclosure are applicable.

FIG. 2 shows an example of a signal transmission/reception method in awireless communication system.

FIG. 3 shows an example of basic operations of an autonomous vehicle anda 5G network in a 5G communication system.

FIG. 4 shows an example of a basic operation between vehicles using 5Gcommunication.

FIG. 5 illustrates a vehicle according to an embodiment of the presentinvention.

FIG. 6 is a control block diagram of the vehicle according to anembodiment of the present invention.

FIG. 7 is a control block diagram of an autonomous device according toan embodiment of the present invention.

FIG. 8 is a diagram showing a signal flow in an autonomous vehicleaccording to an embodiment of the present invention.

FIG. 9 is a diagram illustrating the interior of a vehicle according toan embodiment of the present invention.

FIG. 10 is a block diagram referred to in description of a cabin systemfor a vehicle according to an embodiment of the present invention.

FIG. 11 is a diagram referred to in description of a usage scenario of auser according to an embodiment of the present invention.

FIG. 12 illustrates an embodiment to which the present invention isapplicable.

FIG. 13 illustrates an embodiment of determining a degree of danger towhich the present invention is applicable.

FIG. 14 illustrates an embodiment to which the present invention isapplicable.

FIG. 15 illustrates an embodiment to which the present invention isapplicable.

FIG. 16 illustrates an embodiment to which the present invention isapplicable.

MODE FOR INVENTION

Description will now be given in detail according to exemplaryembodiments disclosed herein, with reference to the accompanyingdrawings. For the sake of brief description with reference to thedrawings, the same or equivalent components may be provided with thesame reference numbers, and description thereof will not be repeated. Ingeneral, a suffix such as “module” and “unit” may be used to refer toelements or components. Use of such a suffix herein is merely intendedto facilitate description of the specification, and the suffix itself isnot intended to give any special meaning or function. In the presentdisclosure, that which is well-known to one of ordinary skill in therelevant art has generally been omitted for the sake of brevity. Theaccompanying drawings are used to help easily understand varioustechnical features and it should be understood that the embodimentspresented herein are not limited by the accompanying drawings. As such,the present disclosure should be construed to extend to any alterations,equivalents and substitutes in addition to those which are particularlyset out in the accompanying drawings.

It will be understood that although the terms first, second, etc. may beused herein to describe various elements, these elements should not belimited by these terms. These terms are generally only used todistinguish one element from another.

It will be understood that when an element is referred to as being“connected with” another element, the element can be connected with theother element or intervening elements may also be present. In contrast,when an element is referred to as being “directly connected with”another element, there are no intervening elements present.

A singular representation may include a plural representation unless itrepresents a definitely different meaning from the context.

Terms such as “include” or “has” are used herein and should beunderstood that they are intended to indicate an existence of severalcomponents, functions or steps, disclosed in the specification, and itis also understood that greater or fewer components, functions, or stepsmay likewise be utilized.

A. Example of Block Diagram of UE and 5G Network

FIG. 1 is a block diagram of a wireless communication system to whichmethods proposed in the disclosure are applicable.

Referring to FIG. 1, a device (autonomous device) including anautonomous module is defined as a first communication device (910 ofFIG. 1), and a processor 911 can perform detailed autonomous operations.

A 5G network including another vehicle communicating with the autonomousdevice is defined as a second communication device (920 of FIG. 1), anda processor 921 can perform detailed autonomous operations.

The 5G network may be represented as the first communication device andthe autonomous device may be represented as the second communicationdevice.

For example, the first communication device or the second communicationdevice may be a base station, a network node, a transmission terminal, areception terminal, a wireless device, a wireless communication device,an autonomous device, or the like.

For example, a terminal or user equipment (UE) may include a vehicle, acellular phone, a smart phone, a laptop computer, a digital broadcastterminal, personal digital assistants (PDAs), a portable multimediaplayer (PMP), a navigation device, a slate PC, a tablet PC, anultrabook, a wearable device (e.g., a smartwatch, a smart glass and ahead mounted display (HMD)), etc. For example, the HMD may be a displaydevice worn on the head of a user. For example, the HMD may be used torealize VR, AR or MR. Referring to FIG. 1, the first communicationdevice 910 and the second communication device 920 include processors911 and 921, memories 914 and 924, one or more Tx/Rx radio frequency(RF) modules 915 and 925, Tx processors 912 and 922, Rx processors 913and 923, and antennas 916 and 926. The Tx/Rx module is also referred toas a transceiver. Each Tx/Rx module 915 transmits a signal through eachantenna 926. The processor implements the aforementioned functions,processes and/or methods. The processor 921 may be related to the memory924 that stores program code and data. The memory may be referred to asa computer-readable medium. More specifically, the Tx processor 912implements various signal processing functions with respect to L1 (i.e.,physical layer) in DL (communication from the first communication deviceto the second communication device). The Rx processor implements varioussignal processing functions of L1 (i.e., physical layer).

UL (communication from the second communication device to the firstcommunication device) is processed in the first communication device 910in a way similar to that described in association with a receiverfunction in the second communication device 920. Each Tx/Rx module 925receives a signal through each antenna 926. Each Tx/Rx module providesRF carriers and information to the Rx processor 923. The processor 921may be related to the memory 924 that stores program code and data. Thememory may be referred to as a computer-readable medium.

B. Signal Transmission/Reception Method in Wireless Communication System

FIG. 2 is a diagram showing an example of a signaltransmission/reception method in a wireless communication system.

Referring to FIG. 2, when a UE is powered on or enters a new cell, theUE performs an initial cell search operation such as synchronizationwith a BS (S201). For this operation, the UE can receive a primarysynchronization channel (P-SCH) and a secondary synchronization channel(S-SCH) from the BS to synchronize with the BS and acquire informationsuch as a cell ID. In LTE and NR systems, the P-SCH and S-SCH arerespectively called a primary synchronization signal (PSS) and asecondary synchronization signal (SSS). After initial cell search, theUE can acquire broadcast information in the cell by receiving a physicalbroadcast channel (PBCH) from the BS. Further, the UE can receive adownlink reference signal (DL RS) in the initial cell search step tocheck a downlink channel state. After initial cell search, the UE canacquire more detailed system information by receiving a physicaldownlink shared channel (PDSCH) according to a physical downlink controlchannel (PDCCH) and information included in the PDCCH (S202).

Meanwhile, when the UE initially accesses the BS or has no radioresource for signal transmission, the UE can perform a random accessprocedure (RACH) for the BS (steps S203 to S206). To this end, the UEcan transmit a specific sequence as a preamble through a physical randomaccess channel (PRACH) (S203 and S205) and receive a random accessresponse (RAR) message for the preamble through a PDCCH and acorresponding PDSCH (S204 and S206). In the case of a contention-basedRACH, a contention resolution procedure may be additionally performed.

After the UE performs the above-described process, the UE can performPDCCH/PDSCH reception (S207) and physical uplink shared channel(PUSCH)/physical uplink control channel (PUCCH) transmission (S208) asnormal uplink/downlink signal transmission processes. Particularly, theUE receives downlink control information (DCI) through the PDCCH. The UEmonitors a set of PDCCH candidates in monitoring occasions set for oneor more control element sets (CORESET) on a serving cell according tocorresponding search space configurations. A set of PDCCH candidates tobe monitored by the UE is defined in terms of search space sets, and asearch space set may be a common search space set or a UE-specificsearch space set. CORESET includes a set of (physical) resource blockshaving a duration of one to three OFDM symbols. A network can configurethe UE such that the UE has a plurality of CORESETs. The UE monitorsPDCCH candidates in one or more search space sets. Here, monitoringmeans attempting decoding of PDCCH candidate(s) in a search space. Whenthe UE has successfully decoded one of PDCCH candidates in a searchspace, the UE determines that a PDCCH has been detected from the PDCCHcandidate and performs PDSCH reception or PUSCH transmission on thebasis of DCI in the detected PDCCH. The PDCCH can be used to schedule DLtransmissions over a PDSCH and UL transmissions over a PUSCH. Here, theDCI in the PDCCH includes downlink assignment (i.e., downlink grant (DLgrant)) related to a physical downlink shared channel and including atleast a modulation and coding format and resource allocationinformation, or an uplink grant (UL grant) related to a physical uplinkshared channel and including a modulation and coding format and resourceallocation information.

An initial access (IA) procedure in a 5G communication system will beadditionally described with reference to FIG. 2.

The UE can perform cell search, system information acquisition, beamalignment for initial access, and DL measurement on the basis of an SSB.The SSB is interchangeably used with a synchronization signal/physicalbroadcast channel (SS/PBCH) block.

The SSB includes a PSS, an SSS and a PBCH. The SSB is configured in fourconsecutive OFDM symbols, and a PSS, a PBCH, an SSS/PBCH or a PBCH istransmitted for each OFDM symbol. Each of the PSS and the SSS includesone OFDM symbol and 127 subcarriers, and the PBCH includes 3 OFDMsymbols and 576 subcarriers.

Cell search refers to a process in which a UE acquires time/frequencysynchronization of a cell and detects a cell identifier (ID) (e.g.,physical layer cell ID (PCI)) of the cell. The PSS is used to detect acell ID in a cell ID group and the SSS is used to detect a cell IDgroup. The PBCH is used to detect an SSB (time) index and a half-frame.

There are 336 cell ID groups and there are 3 cell IDs per cell ID group.A total of 1008 cell IDs are present. Information on a cell ID group towhich a cell ID of a cell belongs is provided/acquired through an SSS ofthe cell, and information on the cell ID among 336 cell ID groups isprovided/acquired through a PSS.

The SSB is periodically transmitted in accordance with SSB periodicity.A default SSB periodicity assumed by a UE during initial cell search isdefined as 20 ms. After cell access, the SSB periodicity can be set toone of {5 ms, 10 ms, 20 ms, 40 ms, 80 ms, 160 ms} by a network (e.g., aBS).

Next, acquisition of system information (SI) will be described.

SI is divided into a master information block (MIB) and a plurality ofsystem information blocks (SIBs). SI other than the MIB may be referredto as remaining minimum system information. The MIB includesinformation/parameter for monitoring a PDCCH that schedules a PDSCHcarrying SIB1 (SystemInformationBlock1) and is transmitted by a BSthrough a PBCH of an SSB. SIB1 includes information related toavailability and scheduling (e.g., transmission periodicity andSI-window size) of the remaining SIBs (hereinafter, SIBx, x is aninteger equal to or greater than 2). SiBx is included in an SI messageand transmitted over a PDSCH. Each SI message is transmitted within aperiodically generated time window (i.e., SI-window).

A random access (RA) procedure in a 5G communication system will beadditionally described with reference to FIG. 2.

A random access procedure is used for various purposes. For example, therandom access procedure can be used for network initial access,handover, and UE-triggered UL data transmission. A UE can acquire ULsynchronization and UL transmission resources through the random accessprocedure. The random access procedure is classified into acontention-based random access procedure and a contention-free randomaccess procedure. A detailed procedure for the contention-based randomaccess procedure is as follows.

A UE can transmit a random access preamble through a PRACH as Msg1 of arandom access procedure in UL. Random access preamble sequences havingdifferent two lengths are supported. A long sequence length 839 isapplied to subcarrier spacings of 1.25 kHz and 5 kHz and a shortsequence length 139 is applied to subcarrier spacings of 15 kHz, 30 kHz,60 kHz and 120 kHz.

When a BS receives the random access preamble from the UE, the BStransmits a random access response (RAR) message (Msg2) to the UE. APDCCH that schedules a PDSCH carrying a RAR is CRC masked by a randomaccess (RA) radio network temporary identifier (RNTI) (RA-RNTI) andtransmitted. Upon detection of the PDCCH masked by the RA-RNTI, the UEcan receive a RAR from the PDSCH scheduled by DCI carried by the PDCCH.The UE checks whether the RAR includes random access responseinformation with respect to the preamble transmitted by the UE, that is,Msg1. Presence or absence of random access information with respect toMsg1 transmitted by the UE can be determined according to presence orabsence of a random access preamble ID with respect to the preambletransmitted by the UE. If there is no response to Msg1, the UE canretransmit the RACH preamble less than a predetermined number of timeswhile performing power ramping. The UE calculates PRACH transmissionpower for preamble retransmission on the basis of most recent pathlossand a power ramping counter.

The UE can perform UL transmission through Msg3 of the random accessprocedure over a physical uplink shared channel on the basis of therandom access response information. Msg3 can include an RRC connectionrequest and a UE ID. The network can transmit Msg4 as a response toMsg3, and Msg4 can be handled as a contention resolution message on DL.The UE can enter an RRC connected state by receiving Msg4.

C. Beam Management (BM) Procedure of 5G Communication System

A BM procedure can be divided into (1) a DL MB procedure using an SSB ora CSI-RS and (2) a UL BM procedure using a sounding reference signal(SRS). In addition, each BM procedure can include Tx beam swiping fordetermining a Tx beam and Rx beam swiping for determining an Rx beam.

The DL BM procedure using an SSB will be described.

Configuration of a beam report using an SSB is performed when channelstate information (CSI)/beam is configured in RRC_CONNECTED.

-   -   A UE receives a CSI-ResourceConfig IE including        CSI-SSB-ResourceSetList for SSB resources used for BM from a BS.        The RRC parameter “csi-SSB-ResourceSetList” represents a list of        SSB resources used for beam management and report in one        resource set. Here, an SSB resource set can be set as {SSBx1,        SSBx2, SSBx3, SSBx4, . . . }. An SSB index can be defined in the        range of 0 to 63.    -   The UE receives the signals on SSB resources from the BS on the        basis of the CSI-SSB-ResourceSetList.    -   When CSI-RS reportConfig with respect to a report on SSBRI and        reference signal received power (RSRP) is set, the UE reports        the best SSBRI and RSRP corresponding thereto to the BS. For        example, when reportQuantity of the CSI-RS reportConfig IE is        set to ‘ssb-Index-RSRP’, the UE reports the best SSBRI and RSRP        corresponding thereto to the BS.

When a CSI-RS resource is configured in the same OFDM symbols as an SSBand ‘QCL-TypeD’ is applicable, the UE can assume that the CSI-RS and theSSB are quasi co-located (QCL) from the viewpoint of ‘QCL-TypeD’. Here,QCL-TypeD may mean that antenna ports are quasi co-located from theviewpoint of a spatial Rx parameter. When the UE receives signals of aplurality of DL antenna ports in a QCL-TypeD relationship, the same Rxbeam can be applied.

Next, a DL BM procedure using a CSI-RS will be described.

An Rx beam determination (or refinement) procedure of a UE and a Tx beamswiping procedure of a BS using a CSI-RS will be sequentially described.A repetition parameter is set to ‘ON’ in the Rx beam determinationprocedure of a UE and set to ‘OFF’ in the Tx beam swiping procedure of aBS.

First, the Rx beam determination procedure of a UE will be described.

-   -   The UE receives an NZP CSI-RS resource set IE including an RRC        parameter with respect to ‘repetition’ from a BS through RRC        signaling. Here, the RRC parameter ‘repetition’ is set to ‘ON’.    -   The UE repeatedly receives signals on resources in a CSI-RS        resource set in which the RRC parameter ‘repetition’ is set to        ‘ON’ in different OFDM symbols through the same Tx beam (or DL        spatial domain transmission filters) of the BS.    -   The UE determines an RX beam thereof.    -   The UE skips a CSI report. That is, the UE can skip a CSI report        when the RRC parameter ‘repetition’ is set to ‘ON’.

Next, the Tx beam determination procedure of a BS will be described.

-   -   A UE receives an NZP CSI-RS resource set IE including an RRC        parameter with respect to ‘repetition’ from the BS through RRC        signaling. Here, the RRC parameter ‘repetition’ is related to        the Tx beam swiping procedure of the BS when set to ‘OFF’.    -   The UE receives signals on resources in a CSI-RS resource set in        which the RRC parameter ‘repetition’ is set to ‘OFF’ in        different DL spatial domain transmission filters of the BS.    -   The UE selects (or determines) a best beam.    -   The UE reports an ID (e.g., CRI) of the selected beam and        related quality information (e.g., RSRP) to the BS. That is,        when a CSI-RS is transmitted for BM, the UE reports a CRI and        RSRP with respect thereto to the BS.

Next, the UL BM procedure using an SRS will be described.

-   -   A UE receives RRC signaling (e.g., SRS-Config IE) including a        (RRC parameter) purpose parameter set to ‘beam management” from        a BS. The SRS-Config IE is used to set SRS transmission. The        SRS-Config IE includes a list of SRS-Resources and a list of        SRS-ResourceSets. Each SRS resource set refers to a set of        SRS-resources.

The UE determines Tx beamforming for SRS resources to be transmitted onthe basis of SRS-SpatialRelation Info included in the SRS-Config IE.Here, SRS-SpatialRelation Info is set for each SRS resource andindicates whether the same beamforming as that used for an SSB, a CSI-RSor an SRS will be applied for each SRS resource.

-   -   When SRS-SpatialRelationInfo is set for SRS resources, the same        beamforming as that used for the SSB, CSI-RS or SRS is applied.        However, when SRS-SpatialRelationInfo is not set for SRS        resources, the UE arbitrarily determines Tx beamforming and        transmits an SRS through the determined Tx beamforming.

Next, a beam failure recovery (BFR) procedure will be described.

In a beamformed system, radio link failure (RLF) may frequently occurdue to rotation, movement or beamforming blockage of a UE. Accordingly,NR supports BFR in order to prevent frequent occurrence of RLF. BFR issimilar to a radio link failure recovery procedure and can be supportedwhen a UE knows new candidate beams. For beam failure detection, a BSconfigures beam failure detection reference signals for a UE, and the UEdeclares beam failure when the number of beam failure indications fromthe physical layer of the UE reaches a threshold set through RRCsignaling within a period set through RRC signaling of the BS. Afterbeam failure detection, the UE triggers beam failure recovery byinitiating a random access procedure in a PCell and performs beamfailure recovery by selecting a suitable beam. (When the BS providesdedicated random access resources for certain beams, these areprioritized by the UE). Completion of the aforementioned random accessprocedure is regarded as completion of beam failure recovery.

D. URLLC (Ultra-Reliable and Low Latency Communication)

URLLC transmission defined in NR can refer to (1) a relatively lowtraffic size, (2) a relatively low arrival rate, (3) extremely lowlatency requirements (e.g., 0.5 and 1 ms), (4) relatively shorttransmission duration (e.g., 2 OFDM symbols), (S) urgentservices/messages, etc. In the case of UL, transmission of traffic of aspecific type (e.g., URLLC) needs to be multiplexed with anothertransmission (e.g., eMBB) scheduled in advance in order to satisfy morestringent latency requirements. In this regard, a method of providinginformation indicating preemption of specific resources to a UEscheduled in advance and allowing a URLLC UE to use the resources for ULtransmission is provided.

NR supports dynamic resource sharing between eMBB and URLLC. eMBB andURLLC services can be scheduled on non-overlapping time/frequencyresources, and URLLC transmission can occur in resources scheduled forongoing eMBB traffic. An eMBB UE may not ascertain whether PDSCHtransmission of the corresponding UE has been partially punctured andthe UE may not decode a PDSCH due to corrupted coded bits. In view ofthis, NR provides a preemption indication. The preemption indication mayalso be referred to as an interrupted transmission indication.

With regard to the preemption indication, a UE receivesDownlinkPreemption IE through RRC signaling from a BS. When the UE isprovided with DownlinkPreemption IE, the UE is configured with INT-RNTIprovided by a parameter int-RNTI in DownlinkPreemption IE for monitoringof a PDCCH that conveys DCI format 2_1. The UE is additionallyconfigured with a corresponding set of positions for fields in DCIformat 2_1 according to a set of serving cells and positionInDCI byINT-ConfigurationPerServing Cell including a set of serving cell indexesprovided by servingCellID, configured having an information payload sizefor DCI format 2_1 according to dci-Payloadsize, and configured withindication granularity of time-frequency resources according totimeFrequencySect.

The UE receives DCI format 2_1 from the BS on the basis of theDownlinkPreemption IE.

When the UE detects DCI format 2_1 for a serving cell in a configuredset of serving cells, the UE can assume that there is no transmission tothe UE in PRBs and symbols indicated by the DCI format 2_1 in a set ofPRBs and a set of symbols in a last monitoring period before amonitoring period to which the DCI format 21 belongs. For example, theUE assumes that a signal in a time-frequency resource indicatedaccording to preemption is not DL transmission scheduled therefor anddecodes data on the basis of signals received in the remaining resourceregion.

E. mMTC (Massive MTC)

mMTC (massive Machine Type Communication) is one of 5G scenarios forsupporting a hyper-connection service providing simultaneouscommunication with a large number of UEs. In this environment, a UEintermittently performs communication with a very low speed andmobility. Accordingly, a main goal of mMTC is operating a UE for a longtime at a low cost. With respect to mMTC, 3GPP deals with MTC and NB(NarrowBand)-IoT.

mMTC has features such as repetitive transmission of a PDCCH, a PUCCH, aPDSCH (physical downlink shared channel), a PUSCH, etc., frequencyhopping, retuning, and a guard period.

That is, a PUSCH (or a PUCCH (particularly, a long PUCCH) or a PRACH)including specific information and a PDSCH (or a PDCCH) including aresponse to the specific information are repeatedly transmitted.Repetitive transmission is performed through frequency hopping, and forrepetitive transmission, (RF) retuning from a first frequency resourceto a second frequency resource is performed in a guard period and thespecific information and the response to the specific information can betransmitted/received through a narrowband (e.g., 6 resource blocks (RBs)or 1 RB).

F. Basic Operation Between Autonomous Vehicles Using 5G Communication

FIG. 3 shows an example of basic operations of an autonomous vehicle anda 5G network in a 5G communication system.

The autonomous vehicle transmits specific information to the 5G network(S1). The specific information may include autonomous driving relatedinformation. In addition, the 5G network can determine whether toremotely control the vehicle (S2). Here, the 5G network may include aserver or a module which performs remote control related to autonomousdriving. In addition, the 5G network can transmit information (orsignal) related to remote control to the autonomous vehicle (S3).

G. Applied Operations Between Autonomous Vehicle and 5G Network in 5GCommunication System

Hereinafter, the operation of an autonomous vehicle using 5Gcommunication will be described in more detail with reference towireless communication technology (BM procedure, URLLC, mMTC, etc.)described in FIGS. 1 and 2.

First, a basic procedure of an applied operation to which a methodproposed by the present invention which will be described later and eMBBof 5G communication are applied will be described.

As in steps S1 and S3 of FIG. 3, the autonomous vehicle performs aninitial access procedure and a random access procedure with the 5Gnetwork prior to step S1 of FIG. 3 in order to transmit/receive signals,information and the like to/from the 5G network.

More specifically, the autonomous vehicle performs an initial accessprocedure with the 5G network on the basis of an SSB in order to acquireDL synchronization and system information. Abeam management (BM)procedure and a beam failure recovery procedure may be added in theinitial access procedure, and quasi-co-location (QCL) relation may beadded in a process in which the autonomous vehicle receives a signalfrom the 5G network.

In addition, the autonomous vehicle performs a random access procedurewith the 5G network for UL synchronization acquisition and/or ULtransmission. The 5G network can transmit, to the autonomous vehicle, aUL grant for scheduling transmission of specific information.Accordingly, the autonomous vehicle transmits the specific informationto the 5G network on the basis of the UL grant. In addition, the 5Gnetwork transmits, to the autonomous vehicle, a DL grant for schedulingtransmission of 5G processing results with respect to the specificinformation. Accordingly, the 5G network can transmit, to the autonomousvehicle, information (or a signal) related to remote control on thebasis of the DL grant.

Next, a basic procedure of an applied operation to which a methodproposed by the present invention which will be described later andURLLC of 5G communication are applied will be described.

As described above, an autonomous vehicle can receive DownlinkPreemptionIE from the 5G network after the autonomous vehicle performs an initialaccess procedure and/or a random access procedure with the 5G network.Then, the autonomous vehicle receives DCI format 2_1 including apreemption indication from the 5G network on the basis ofDownlinkPreemption IE. The autonomous vehicle does not perform (orexpect or assume) reception of eMBB data in resources (PRBs and/or OFDMsymbols) indicated by the preemption indication. Thereafter, when theautonomous vehicle needs to transmit specific information, theautonomous vehicle can receive a UL grant from the 5G network.

Next, a basic procedure of an applied operation to which a methodproposed by the present invention which will be described later and mMTCof 5G communication are applied will be described.

Description will focus on parts in the steps of FIG. 3 which are changedaccording to application of mMTC.

In step S1 of FIG. 3, the autonomous vehicle receives a UL grant fromthe 5G network in order to transmit specific information to the 5Gnetwork. Here, the UL grant may include information on the number ofrepetitions of transmission of the specific information and the specificinformation may be repeatedly transmitted on the basis of theinformation on the number of repetitions. That is, the autonomousvehicle transmits the specific information to the 5G network on thebasis of the UL grant. Repetitive transmission of the specificinformation may be performed through frequency hopping, the firsttransmission of the specific information may be performed in a firstfrequency resource, and the second transmission of the specificinformation may be performed in a second frequency resource. Thespecific information can be transmitted through a narrowband of 6resource blocks (RBs) or 1 RB.

H. Autonomous Driving Operation Between Vehicles Using 5G Communication

FIG. 4 shows an example of a basic operation between vehicles using 5Gcommunication.

A first vehicle transmits specific information to a second vehicle(S61). The second vehicle transmits a response to the specificinformation to the first vehicle (S62).

Meanwhile, a configuration of an applied operation between vehicles maydepend on whether the 5G network is directly (sidelink communicationtransmission mode 3) or indirectly (sidelink communication transmissionmode 4) involved in resource allocation for the specific information andthe response to the specific information.

Next, an applied operation between vehicles using 5G communication willbe described.

First, a method in which a 5G network is directly involved in resourceallocation for signal transmission/reception between vehicles will bedescribed.

The 5G network can transmit DCI format 5A to the first vehicle forscheduling of mode-3 transmission (PSCCH and/or PSSCH transmission).Here, a physical sidelink control channel (PSCCH) is a 5G physicalchannel for scheduling of transmission of specific information aphysical sidelink shared channel (PSSCH) is a 5G physical channel fortransmission of specific information. In addition, the first vehicletransmits SCI format 1 for scheduling of specific informationtransmission to the second vehicle over a PSCCH. Then, the first vehicletransmits the specific information to the second vehicle over a PSSCH.

Next, a method in which a 5G network is indirectly involved in resourceallocation for signal transmission/reception will be described.

The first vehicle senses resources for mode-4 transmission in a firstwindow. Then, the first vehicle selects resources for mode-4transmission in a second window on the basis of the sensing result.Here, the first window refers to a sensing window and the second windowrefers to a selection window. The first vehicle transmits SCI format 1for scheduling of transmission of specific information to the secondvehicle over a PSCCH on the basis of the selected resources. Then, thefirst vehicle transmits the specific information to the second vehicleover a PSSCH.

The above-described 5G communication technology can be combined withmethods proposed in the present invention which will be described laterand applied or can complement the methods proposed in the presentinvention to make technical features of the methods concrete and clear.

Driving

(1) Exterior of Vehicle

FIG. 5 is a diagram showing a vehicle according to an embodiment of thepresent invention.

Referring to FIG. 5, a vehicle 10 according to an embodiment of thepresent invention is defined as a transportation means traveling onroads or railroads. The vehicle 10 includes a car, a train and amotorcycle. The vehicle 10 may include an internal-combustion enginevehicle having an engine as a power source, a hybrid vehicle having anengine and a motor as a power source, and an electric vehicle having anelectric motor as a power source. The vehicle 10 may be a private ownvehicle. The vehicle 10 may be a shared vehicle. The vehicle 10 may bean autonomous vehicle.

(2) Components of Vehicle

FIG. 6 is a control block diagram of the vehicle according to anembodiment of the present invention.

Referring to FIG. 6, the vehicle 10 may include a user interface device200, an object detection device 210, a communication device 220, adriving operation device 230, a main ECU 240, a driving control device250, an autonomous device 260, a sensing unit 270, and a position datageneration device 280. The object detection device 210, thecommunication device 220, the driving operation device 230, the main ECU240, the driving control device 250, the autonomous device 260, thesensing unit 270 and the position data generation device 280 may berealized by electronic devices which generate electric signals andexchange the electric signals from one another.

1) User Interface Device

The user interface device 200 is a device for communication between thevehicle 10 and a user. The user interface device 200 can receive userinput and provide information generated in the vehicle 10 to the user.The vehicle 10 can realize a user interface (UI) or user experience (UX)through the user interface device 200. The user interface device 200 mayinclude an input device, an output device and a user monitoring device.

2) Object Detection Device

The object detection device 210 can generate information about objectsoutside the vehicle 10. Information about an object can include at leastone of information on presence or absence of the object, positionalinformation of the object, information on a distance between the vehicle10 and the object, and information on a relative speed of the vehicle 10with respect to the object. The object detection device 210 can detectobjects outside the vehicle 10. The object detection device 210 mayinclude at least one sensor which can detect objects outside the vehicle10. The object detection device 210 may include at least one of acamera, a radar, a lidar, an ultrasonic sensor and an infrared sensor.The object detection device 210 can provide data about an objectgenerated on the basis of a sensing signal generated from a sensor to atleast one electronic device included in the vehicle.

2.1) Camera

The camera can generate information about objects outside the vehicle 10using images. The camera may include at least one lens, at least oneimage sensor, and at least one processor which is electrically connectedto the image sensor, processes received signals and generates data aboutobjects on the basis of the processed signals.

The camera may be at least one of a mono camera, a stereo camera and anaround view monitoring (AVM) camera. The camera can acquire positionalinformation of objects, information on distances to objects, orinformation on relative speeds with respect to objects using variousimage processing algorithms. For example, the camera can acquireinformation on a distance to an object and information on a relativespeed with respect to the object from an acquired image on the basis ofchange in the size of the object over time. For example, the camera mayacquire information on a distance to an object and information on arelative speed with respect to the object through a pin-hole model, roadprofiling, or the like. For example, the camera may acquire informationon a distance to an object and information on a relative speed withrespect to the object from a stereo image acquired from a stereo cameraon the basis of disparity information.

The camera may be attached at a portion of the vehicle at which FOV(field of view) can be secured in order to photograph the outside of thevehicle. The camera may be disposed in proximity to the front windshieldinside the vehicle in order to acquire front view images of the vehicle.The camera may be disposed near a front bumper or a radiator grill. Thecamera may be disposed in proximity to a rear glass inside the vehiclein order to acquire rear view images of the vehicle. The camera may bedisposed near a rear bumper, a trunk or a tail gate. The camera may bedisposed in proximity to at least one of side windows inside the vehiclein order to acquire side view images of the vehicle. Alternatively, thecamera may be disposed near a side mirror, a fender or a door.

2.2) Radar

The radar can generate information about an object outside the vehicleusing electromagnetic waves. The radar may include an electromagneticwave transmitter, an electromagnetic wave receiver, and at least oneprocessor which is electrically connected to the electromagnetic wavetransmitter and the electromagnetic wave receiver, processes receivedsignals and generates data about an object on the basis of the processedsignals. The radar may be realized as a pulse radar or a continuous waveradar in terms of electromagnetic wave emission. The continuous waveradar may be realized as a frequency modulated continuous wave (FMCW)radar or a frequency shift keying (FSK) radar according to signalwaveform. The radar can detect an object through electromagnetic waveson the basis of TOF (Time of Flight) or phase shift and detect theposition of the detected object, a distance to the detected object and arelative speed with respect to the detected object. The radar may bedisposed at an appropriate position outside the vehicle in order todetect objects positioned in front of, behind or on the side of thevehicle.

2.3) Lidar

The lidar can generate information about an object outside the vehicle10 using a laser beam. The lidar may include a light transmitter, alight receiver, and at least one processor which is electricallyconnected to the light transmitter and the light receiver, processesreceived signals and generates data about an object on the basis of theprocessed signal. The lidar may be realized according to TOF or phaseshift. The lidar may be realized as a driven type or a non-driven type.A driven type lidar may be rotated by a motor and detect an objectaround the vehicle 10. A non-driven type lidar may detect an objectpositioned within a predetermined range from the vehicle according tolight steering. The vehicle 10 may include a plurality of non-drive typelidars. The lidar can detect an object through a laser beam on the basisof TOF (Time of Flight) or phase shift and detect the position of thedetected object, a distance to the detected object and a relative speedwith respect to the detected object. The lidar may be disposed at anappropriate position outside the vehicle in order to detect objectspositioned in front of, behind or on the side of the vehicle.

3) Communication Device

The communication device 220 can exchange signals with devices disposedoutside the vehicle 10. The communication device 220 can exchangesignals with at least one of infrastructure (e.g., a server and abroadcast station), another vehicle and a terminal. The communicationdevice 220 may include a transmission antenna, a reception antenna, andat least one of a radio frequency (RF) circuit and an RF element whichcan implement various communication protocols in order to performcommunication.

For example, the communication device can exchange signals with externaldevices on the basis of C-V2X (Cellular V2X). For example, C-V2X caninclude sidelink communication based on LTE and/or sidelinkcommunication based on NR. Details related to C-V2X will be describedlater.

For example, the communication device can exchange signals with externaldevices on the basis of DSRC (Dedicated Short Range Communications) orWAVE (Wireless Access in Vehicular Environment) standards based on IEEE802.11p PHY/MAC layer technology and IEEE 1609 Network/Transport layertechnology. DSRC (or WAVE standards) is communication specifications forproviding an intelligent transport system (ITS) service throughshort-range dedicated communication between vehicle-mounted devices orbetween a roadside device and a vehicle-mounted device. DSRC may be acommunication scheme that can use a frequency of 5.9 GHz and have a datatransfer rate in the range of 3 Mbps to 27 Mbps. IEEE 802.11p may becombined with IEEE 1609 to support DSRC (or WAVE standards).

The communication device of the present invention can exchange signalswith external devices using only one of C-V2X and DSRC. Alternatively,the communication device of the present invention can exchange signalswith external devices using a hybrid of C-V2X and DSRC.

4) Driving Operation Device

The driving operation device 230 is a device for receiving user inputfor driving. In a manual mode, the vehicle 10 may be driven on the basisof a signal provided by the driving operation device 230. The drivingoperation device 230 may include a steering input device (e.g., asteering wheel), an acceleration input device (e.g., an accelerationpedal) and a brake input device (e.g., a brake pedal).

5) Main ECU

The main ECU 240 can control the overall operation of at least oneelectronic device included in the vehicle 10.

6) Driving Control Device

The driving control device 250 is a device for electrically controllingvarious vehicle driving devices included in the vehicle 10. The drivingcontrol device 250 may include a power train driving control device, achassis driving control device, a door/window driving control device, asafety device driving control device, a lamp driving control device, andan air-conditioner driving control device. The power train drivingcontrol device may include a power source driving control device and atransmission driving control device. The chassis driving control devicemay include a steering driving control device, a brake driving controldevice and a suspension driving control device. Meanwhile, the safetydevice driving control device may include a seat belt driving controldevice for seat belt control.

The driving control device 250 includes at least one electronic controldevice (e.g., a control ECU (Electronic Control Unit)).

The driving control device 250 can control vehicle driving devices onthe basis of signals received by the autonomous device 260. For example,the driving control device 250 can control a power train, a steeringdevice and a brake device on the basis of signals received by theautonomous device 260.

7) Autonomous Device

The autonomous device 260 can generate a route for self-driving on thebasis of acquired data. The autonomous device 260 can generate a drivingplan for driving along the generated route. The autonomous device 260can generate a signal for controlling movement of the vehicle accordingto the driving plan. The autonomous device 260 can provide the signal tothe driving control device 250.

The autonomous device 260 can implement at least one ADAS (AdvancedDriver Assistance System) function. The ADAS can implement at least oneof ACC (Adaptive Cruise Control), AEB (Autonomous Emergency Braking),FCW (Forward Collision Warning), LKA (Lane Keeping Assist), LCA (LaneChange Assist), TFA (Target Following Assist), BSD (Blind SpotDetection), HBA (High Beam Assist), APS (Auto Parking System), a PDcollision warning system, TSR (Traffic Sign Recognition), TSA (TrafficSign Assist), NV (Night Vision), DSM (Driver Status Monitoring) and TJA(Traffic Jam Assist).

The autonomous device 260 can perform switching from a self-driving modeto a manual driving mode or switching from the manual driving mode tothe self-driving mode. For example, the autonomous device 260 can switchthe mode of the vehicle 10 from the self-driving mode to the manualdriving mode or from the manual driving mode to the self-driving mode onthe basis of a signal received from the user interface device 200.

8) Sensing Unit

The sensing unit 270 can detect a state of the vehicle. The sensing unit270 may include at least one of an internal measurement unit (IMU)sensor, a collision sensor, a wheel sensor, a speed sensor, aninclination sensor, a weight sensor, a heading sensor, a positionmodule, a vehicle forward/backward movement sensor, a battery sensor, afuel sensor, a tire sensor, a steering sensor, a temperature sensor, ahumidity sensor, an ultrasonic sensor, an illumination sensor, and apedal position sensor. Further, the IMU sensor may include one or moreof an acceleration sensor, a gyro sensor and a magnetic sensor.

The sensing unit 270 can generate vehicle state data on the basis of asignal generated from at least one sensor. Vehicle state data may beinformation generated on the basis of data detected by various sensorsincluded in the vehicle. The sensing unit 270 may generate vehicleattitude data, vehicle motion data, vehicle yaw data, vehicle roll data,vehicle pitch data, vehicle collision data, vehicle orientation data,vehicle angle data, vehicle speed data, vehicle acceleration data,vehicle tilt data, vehicle forward/backward movement data, vehicleweight data, battery data, fuel data, tire pressure data, vehicleinternal temperature data, vehicle internal humidity data, steeringwheel rotation angle data, vehicle external illumination data, data of apressure applied to an acceleration pedal, data of a pressure applied toa brake panel, etc.

9) Position Data Generation Device

The position data generation device 280 can generate position data ofthe vehicle 10. The position data generation device 280 may include atleast one of a global positioning system (GPS) and a differential globalpositioning system (DGPS). The position data generation device 280 cangenerate position data of the vehicle 10 on the basis of a signalgenerated from at least one of the GPS and the DGPS. According to anembodiment, the position data generation device 280 can correct positiondata on the basis of at least one of the inertial measurement unit (IMU)sensor of the sensing unit 270 and the camera of the object detectiondevice 210. The position data generation device 280 may also be called aglobal navigation satellite system (GNSS).

The vehicle 10 may include an internal communication system 50. Theplurality of electronic devices included in the vehicle 10 can exchangesignals through the internal communication system 50. The signals mayinclude data. The internal communication system 50 can use at least onecommunication protocol (e.g., CAN, LIN, FlexRay, MOST or Ethernet).

(3) Components of Autonomous Device

FIG. 7 is a control block diagram of the autonomous device according toan embodiment of the present invention.

Referring to FIG. 7, the autonomous device 260 may include a memory 140,a processor 170, an interface 180 and a power supply 190.

The memory 140 is electrically connected to the processor 170. Thememory 140 can store basic data with respect to units, control data foroperation control of units, and input/output data. The memory 140 canstore data processed in the processor 170. Hardware-wise, the memory 140can be configured as at least one of a ROM, a RAM, an EPROM, a flashdrive and a hard drive. The memory 140 can store various types of datafor overall operation of the autonomous device 260, such as a programfor processing or control of the processor 170. The memory 140 may beintegrated with the processor 170. According to an embodiment, thememory 140 may be categorized as a subcomponent of the processor 170.

The interface 180 can exchange signals with at least one electronicdevice included in the vehicle 10 in a wired or wireless manner. Theinterface 180 can exchange signals with at least one of the objectdetection device 210, the communication device 220, the drivingoperation device 230, the main ECU 240, the driving control device 250,the sensing unit 270 and the position data generation device 280 in awired or wireless manner. The interface 180 can be configured using atleast one of a communication module, a terminal, a pin, a cable, a port,a circuit, an element and a device.

The power supply 190 can provide power to the autonomous device 260. Thepower supply 190 can be provided with power from a power source (e.g., abattery) included in the vehicle 10 and supply the power to each unit ofthe autonomous device 260. The power supply 190 can operate according toa control signal supplied from the main ECU 240. The power supply 190may include a switched-mode power supply (SMPS).

The processor 170 can be electrically connected to the memory 140, theinterface 180 and the power supply 190 and exchange signals with thesecomponents. The processor 170 can be realized using at least one ofapplication specific integrated circuits (ASICs), digital signalprocessors (DSPs), digital signal processing devices (DSPDs),programmable logic devices (PLDs), field programmable gate arrays(FPGAs), processors, controllers, micro-controllers, microprocessors,and electronic units for executing other functions.

The processor 170 can be operated by power supplied from the powersupply 190. The processor 170 can receive data, process the data,generate a signal and provide the signal while power is suppliedthereto.

The processor 170 can receive information from other electronic devicesincluded in the vehicle 10 through the interface 180. The processor 170can provide control signals to other electronic devices in the vehicle10 through the interface 180.

The autonomous device 260 may include at least one printed circuit board(PCB). The memory 140, the interface 180, the power supply 190 and theprocessor 170 may be electrically connected to the PCB.

(4) Operation of Autonomous Device

FIG. 8 is a diagram showing a signal flow in an autonomous vehicleaccording to an embodiment of the present invention.

1) Reception Operation

Referring to FIG. 8, the processor 170 can perform a receptionoperation. The processor 170 can receive data from at least one of theobject detection device 210, the communication device 220, the sensingunit 270 and the position data generation device 280 through theinterface 180. The processor 170 can receive object data from the objectdetection device 210. The processor 170 can receive HD map data from thecommunication device 220. The processor 170 can receive vehicle statedata from the sensing unit 270. The processor 170 can receive positiondata from the position data generation device 280.

2) Processing/Determination Operation

The processor 170 can perform a processing/determination operation. Theprocessor 170 can perform the processing/determination operation on thebasis of driving situation information. The processor 170 can performthe processing/determination operation on the basis of at least one ofobject data, HD map data, vehicle state data and position data.

2.1) Driving Plan Data Generation Operation

The processor 170 can generate driving plan data. For example, theprocessor 170 may generate electronic horizon data. The electronichorizon data can be understood as driving plan data in a range from aposition at which the vehicle 10 is located to a horizon. The horizoncan be understood as a point a predetermined distance before theposition at which the vehicle 10 is located on the basis of apredetermined driving route. The horizon may refer to a point at whichthe vehicle can arrive after a predetermined time from the position atwhich the vehicle 10 is located along a predetermined driving route.

The electronic horizon data can include horizon map data and horizonpath data.

2.1.1) Horizon Map Data

The horizon map data may include at least one of topology data, roaddata, HD map data and dynamic data. According to an embodiment, thehorizon map data may include a plurality of layers. For example, thehorizon map data may include a first layer that matches the topologydata, a second layer that matches the road data, a third layer thatmatches the HD map data, and a fourth layer that matches the dynamicdata. The horizon map data may further include static object data.

The topology data may be explained as a map created by connecting roadcenters. The topology data is suitable for approximate display of alocation of a vehicle and may have a data form used for navigation fordrivers. The topology data may be understood as data about roadinformation other than information on driveways. The topology data maybe generated on the basis of data received from an external serverthrough the communication device 220. The topology data may be based ondata stored in at least one memory included in the vehicle 10.

The road data may include at least one of road slope data, roadcurvature data and road speed limit data. The road data may furtherinclude no-passing zone data. The road data may be based on datareceived from an external server through the communication device 220.The road data may be based on data generated in the object detectiondevice 210.

The HD map data may include detailed topology information in units oflanes of roads, connection information of each lane, and featureinformation for vehicle localization (e.g., traffic signs, lanemarking/attribute, road furniture, etc.). The HD map data may be basedon data received from an external server through the communicationdevice 220.

The dynamic data may include various types of dynamic information whichcan be generated on roads. For example, the dynamic data may includeconstruction information, variable speed road information, roadcondition information, traffic information, moving object information,etc. The dynamic data may be based on data received from an externalserver through the communication device 220. The dynamic data may bebased on data generated in the object detection device 210.

The processor 170 can provide map data in a range from a position atwhich the vehicle 10 is located to the horizon.

2.1.2) Horizon Path Data

The horizon path data may be explained as a trajectory through which thevehicle 10 can travel in a range from a position at which the vehicle 10is located to the horizon. The horizon path data may include dataindicating a relative probability of selecting a road at a decisionpoint (e.g., a fork, a junction, a crossroad, or the like). The relativeprobability may be calculated on the basis of a time taken to arrive ata final destination. For example, if a time taken to arrive at a finaldestination is shorter when a first road is selected at a decision pointthan that when a second road is selected, a probability of selecting thefirst road can be calculated to be higher than a probability ofselecting the second road.

The horizon path data can include a main path and a sub-path. The mainpath may be understood as a trajectory obtained by connecting roadshaving a high relative probability of being selected. The sub-path canbe branched from at least one decision point on the main path. Thesub-path may be understood as a trajectory obtained by connecting atleast one road having a low relative probability of being selected at atleast one decision point on the main path.

3) Control Signal Generation Operation

The processor 170 can perform a control signal generation operation. Theprocessor 170 can generate a control signal on the basis of theelectronic horizon data. For example, the processor 170 may generate atleast one of a power train control signal, a brake device control signaland a steering device control signal on the basis of the electronichorizon data.

The processor 170 can transmit the generated control signal to thedriving control device 250 through the interface 180. The drivingcontrol device 250 can transmit the control signal to at least one of apower train 251, a brake device 252 and a steering device 254.

Cabin

FIG. 9 is a diagram showing the interior of the vehicle according to anembodiment of the present invention. FIG. 10 is a block diagram referredto in description of a cabin system for a vehicle according to anembodiment of the present invention.

(1) Components of Cabin

Referring to FIGS. 9 and 10, a cabin system 300 for a vehicle(hereinafter, a cabin system) can be defined as a convenience system fora user who uses the vehicle 10. The cabin system 300 can be explained asa high-end system including a display system 350, a cargo system 355, aseat system 360 and a payment system 365. The cabin system 300 mayinclude a main controller 370, a memory 340, an interface 380, a powersupply 390, an input device 310, an imaging device 320, a communicationdevice 330, the display system 350, the cargo system 355, the seatsystem 360 and the payment system 365. The cabin system 300 may furtherinclude components in addition to the components described in thisspecification or may not include some of the components described inthis specification according to embodiments.

1) Main Controller

The main controller 370 can be electrically connected to the inputdevice 310, the communication device 330, the display system 350, thecargo system 355, the seat system 360 and the payment system 365 andexchange signals with these components. The main controller 370 cancontrol the input device 310, the communication device 330, the displaysystem 350, the cargo system 355, the seat system 360 and the paymentsystem 365. The main controller 370 may be realized using at least oneof application specific integrated circuits (ASICs), digital signalprocessors (DSPs), digital signal processing devices (DSPDs),programmable logic devices (PLDs), field programmable gate arrays(FPGAs), processors, controllers, micro-controllers, microprocessors,and electronic units for executing other functions.

The main controller 370 may be configured as at least onesub-controller. The main controller 370 may include a plurality ofsub-controllers according to an embodiment. The plurality ofsub-controllers may individually control the devices and systemsincluded in the cabin system 300. The devices and systems included inthe cabin system 300 may be grouped by function or grouped on the basisof seats on which a user can sit.

The main controller 370 may include at least one processor 371. AlthoughFIG. 6 illustrates the main controller 370 including a single processor371, the main controller 371 may include a plurality of processors. Theprocessor 371 may be categorized as one of the above-describedsub-controllers.

The processor 371 can receive signals, information or data from a userterminal through the communication device 330. The user terminal cantransmit signals, information or data to the cabin system 300.

The processor 371 can identify a user on the basis of image datareceived from at least one of an internal camera and an external cameraincluded in the imaging device. The processor 371 can identify a user byapplying an image processing algorithm to the image data. For example,the processor 371 may identify a user by comparing information receivedfrom the user terminal with the image data. For example, the informationmay include at least one of route information, body information, fellowpassenger information, baggage information, position information,preferred content information, preferred food information, disabilityinformation and use history information of a user.

The main controller 370 may include an artificial intelligence (AI)agent 372. The AI agent 372 can perform machine learning on the basis ofdata acquired through the input device 310. The AI agent 371 can controlat least one of the display system 350, the cargo system 355, the seatsystem 360 and the payment system 365 on the basis of machine learningresults.

2) Essential Components

The memory 340 is electrically connected to the main controller 370. Thememory 340 can store basic data about units, control data for operationcontrol of units, and input/output data. The memory 340 can store dataprocessed in the main controller 370. Hardware-wise, the memory 340 maybe configured using at least one of a ROM, a RAM, an EPROM, a flashdrive and a hard drive. The memory 340 can store various types of datafor the overall operation of the cabin system 300, such as a program forprocessing or control of the main controller 370. The memory 340 may beintegrated with the main controller 370.

The interface 380 can exchange signals with at least one electronicdevice included in the vehicle 10 in a wired or wireless manner. Theinterface 380 may be configured using at least one of a communicationmodule, a terminal, a pin, a cable, a port, a circuit, an element and adevice.

The power supply 390 can provide power to the cabin system 300. Thepower supply 390 can be provided with power from a power source (e.g., abattery) included in the vehicle 10 and supply the power to each unit ofthe cabin system 300. The power supply 390 can operate according to acontrol signal supplied from the main controller 370. For example, thepower supply 390 may be implemented as a switched-mode power supply(SMPS).

The cabin system 300 may include at least one printed circuit board(PCB). The main controller 370, the memory 340, the interface 380 andthe power supply 390 may be mounted on at least one PCB.

3) Input Device

The input device 310 can receive a user input. The input device 310 canconvert the user input into an electrical signal. The electrical signalconverted by the input device 310 can be converted into a control signaland provided to at least one of the display system 350, the cargo system355, the seat system 360 and the payment system 365. The main controller370 or at least one processor included in the cabin system 300 cangenerate a control signal based on an electrical signal received fromthe input device 310.

The input device 310 may include at least one of a touch input unit, agesture input unit, a mechanical input unit and a voice input unit. Thetouch input unit can convert a user's touch input into an electricalsignal. The touch input unit may include at least one touch sensor fordetecting a user's touch input. According to an embodiment, the touchinput unit can realize a touch screen by integrating with at least onedisplay included in the display system 350. Such a touch screen canprovide both an input interface and an output interface between thecabin system 300 and a user. The gesture input unit can convert a user'sgesture input into an electrical signal. The gesture input unit mayinclude at least one of an infrared sensor and an image sensor fordetecting a user's gesture input. According to an embodiment, thegesture input unit can detect a user's three-dimensional gesture input.To this end, the gesture input unit may include a plurality of lightoutput units for outputting infrared light or a plurality of imagesensors. The gesture input unit may detect a user's three-dimensionalgesture input using TOF (Time of Flight), structured light or disparity.The mechanical input unit can convert a user's physical input (e.g.,press or rotation) through a mechanical device into an electricalsignal. The mechanical input unit may include at least one of a button,a dome switch, a jog wheel and a jog switch. Meanwhile, the gestureinput unit and the mechanical input unit may be integrated. For example,the input device 310 may include a jog dial device that includes agesture sensor and is formed such that it can be inserted/ejectedinto/from a part of a surrounding structure (e.g., at least one of aseat, an armrest and a door). When the jog dial device is parallel tothe surrounding structure, the jog dial device can serve as a gestureinput unit. When the jog dial device is protruded from the surroundingstructure, the jog dial device can serve as a mechanical input unit. Thevoice input unit can convert a user's voice input into an electricalsignal. The voice input unit may include at least one microphone. Thevoice input unit may include a beam forming MIC.

4) Imaging Device

The imaging device 320 can include at least one camera. The imagingdevice 320 may include at least one of an internal camera and anexternal camera. The internal camera can capture an image of the insideof the cabin. The external camera can capture an image of the outside ofthe vehicle. The internal camera can acquire an image of the inside ofthe cabin. The imaging device 320 may include at least one internalcamera. It is desirable that the imaging device 320 include as manycameras as the number of passengers who can ride in the vehicle. Theimaging device 320 can provide an image acquired by the internal camera.The main controller 370 or at least one processor included in the cabinsystem 300 can detect a motion of a user on the basis of an imageacquired by the internal camera, generate a signal on the basis of thedetected motion and provide the signal to at least one of the displaysystem 350, the cargo system 355, the seat system 360 and the paymentsystem 365. The external camera can acquire an image of the outside ofthe vehicle. The imaging device 320 may include at least one externalcamera. It is desirable that the imaging device 320 include as manycameras as the number of doors through which passengers ride in thevehicle. The imaging device 320 can provide an image acquired by theexternal camera. The main controller 370 or at least one processorincluded in the cabin system 300 can acquire user information on thebasis of the image acquired by the external camera. The main controller370 or at least one processor included in the cabin system 300 canauthenticate a user or acquire body information (e.g., heightinformation, weight information, etc.), fellow passenger information andbaggage information of a user on the basis of the user information.

5) Communication Device

The communication device 330 can exchange signals with external devicesin a wireless manner. The communication device 330 can exchange signalswith external devices through a network or directly exchange signalswith external devices. External devices may include at least one of aserver, a mobile terminal and another vehicle. The communication device330 may exchange signals with at least one user terminal. Thecommunication device 330 may include an antenna and at least one of anRF circuit and an RF element which can implement at least onecommunication protocol in order to perform communication. According toan embodiment, the communication device 330 may use a plurality ofcommunication protocols. The communication device 330 may switchcommunication protocols according to a distance to a mobile terminal.

For example, the communication device can exchange signals with externaldevices on the basis of C-V2X (Cellular V2X). For example, C-V2X mayinclude sidelink communication based on LTE and/or sidelinkcommunication based on NR. Details related to C-V2X will be describedlater.

For example, the communication device can exchange signals with externaldevices on the basis of DSRC (Dedicated Short Range Communications) orWAVE (Wireless Access in Vehicular Environment) standards based on IEEE802.11p PHY/MAC layer technology and IEEE 1609 Network/Transport layertechnology. DSRC (or WAVE standards) is communication specifications forproviding an intelligent transport system (ITS) service throughshort-range dedicated communication between vehicle-mounted devices orbetween a roadside device and a vehicle-mounted device. DSRC may be acommunication scheme that can use a frequency of 5.9 GHz and have a datatransfer rate in the range of 3 Mbps to 27 Mbps. IEEE 802.11p may becombined with IEEE 1609 to support DSRC (or WAVE standards).

The communication device of the present invention can exchange signalswith external devices using only one of C-V2X and DSRC. Alternatively,the communication device of the present invention can exchange signalswith external devices using a hybrid of C-V2X and DSRC.

6) Display System

The display system 350 can display graphic objects. The display system350 may include at least one display device. For example, the displaysystem 350 may include a first display device 410 for common use and asecond display device 420 for individual use.

6.1) Common Display Device

The first display device 410 may include at least one display 411 whichoutputs visual content. The display 411 included in the first displaydevice 410 may be realized by at least one of a flat panel display, acurved display, a rollable display and a flexible display. For example,the first display device 410 may include a first display 411 which ispositioned behind a seat and formed to be inserted/ejected into/from thecabin, and a first mechanism for moving the first display 411. The firstdisplay 411 may be disposed such that it can be inserted/ejectedinto/from a slot formed in a seat main frame. According to anembodiment, the first display device 410 may further include a flexiblearea control mechanism. The first display may be formed to be flexibleand a flexible area of the first display may be controlled according touser position. For example, the first display device 410 may be disposedon the ceiling inside the cabin and include a second display formed tobe rollable and a second mechanism for rolling or unrolling the seconddisplay. The second display may be formed such that images can bedisplayed on both sides thereof. For example, the first display device410 may be disposed on the ceiling inside the cabin and include a thirddisplay formed to be flexible and a third mechanism for bending orunbending the third display. According to an embodiment, the displaysystem 350 may further include at least one processor which provides acontrol signal to at least one of the first display device 410 and thesecond display device 420. The processor included in the display system350 can generate a control signal on the basis of a signal received fromat last one of the main controller 370, the input device 310, theimaging device 320 and the communication device 330.

A display area of a display included in the first display device 410 maybe divided into a first area 411 a and a second area 411 b. The firstarea 411 a can be defined as a content display area. For example, thefirst area 411 may display at least one of graphic objects correspondingto can display entertainment content (e.g., movies, sports, shopping,food, etc.), video conferences, food menu and augmented reality screens.The first area 411 a may display graphic objects corresponding todriving situation information of the vehicle 10. The driving situationinformation may include at least one of object information outside thevehicle, navigation information and vehicle state information. Theobject information outside the vehicle may include information onpresence or absence of an object, positional information of an object,information on a distance between the vehicle and an object, andinformation on a relative speed of the vehicle with respect to anobject. The navigation information may include at least one of mapinformation, information on a set destination, route informationaccording to setting of the destination, information on various objectson a route, lane information and information on the current position ofthe vehicle. The vehicle state information may include vehicle attitudeinformation, vehicle speed information, vehicle tilt information,vehicle weight information, vehicle orientation information, vehiclebattery information, vehicle fuel information, vehicle tire pressureinformation, vehicle steering information, vehicle indoor temperatureinformation, vehicle indoor humidity information, pedal positioninformation, vehicle engine temperature information, etc. The secondarea 411 b can be defined as a user interface area. For example, thesecond area 411 b may display an AI agent screen. The second area 411 bmay be located in an area defined by a seat frame according to anembodiment. In this case, a user can view content displayed in thesecond area 411 b between seats. The first display device 410 mayprovide hologram content according to an embodiment. For example, thefirst display device 410 may provide hologram content for each of aplurality of users such that only a user who requests the content canview the content.

6.2) Display Device for Individual Use

The second display device 420 can include at least one display 421. Thesecond display device 420 can provide the display 421 at a position atwhich only an individual passenger can view display content. Forexample, the display 421 may be disposed on an armrest of a seat. Thesecond display device 420 can display graphic objects corresponding topersonal information of a user. The second display device 420 mayinclude as many displays 421 as the number of passengers who can ride inthe vehicle. The second display device 420 can realize a touch screen byforming a layered structure along with a touch sensor or beingintegrated with the touch sensor. The second display device 420 candisplay graphic objects for receiving a user input for seat adjustmentor indoor temperature adjustment.

7) Cargo System

The cargo system 355 can provide items to a user at the request of theuser. The cargo system 355 can operate on the basis of an electricalsignal generated by the input device 310 or the communication device330. The cargo system 355 can include a cargo box. The cargo box can behidden in a part under a seat. When an electrical signal based on userinput is received, the cargo box can be exposed to the cabin. The usercan select a necessary item from articles loaded in the cargo box. Thecargo system 355 may include a sliding moving mechanism and an itempop-up mechanism in order to expose the cargo box according to userinput. The cargo system 355 may include a plurality of cargo boxes inorder to provide various types of items. A weight sensor for determiningwhether each item is provided may be embedded in the cargo box.

8) Seat System

The seat system 360 can provide a user customized seat to a user. Theseat system 360 can operate on the basis of an electrical signalgenerated by the input device 310 or the communication device 330. Theseat system 360 can adjust at least one element of a seat on the basisof acquired user body data. The seat system 360 may include a userdetection sensor (e.g., a pressure sensor) for determining whether auser sits on a seat. The seat system 360 may include a plurality ofseats on which a plurality of users can sit. One of the plurality ofseats can be disposed to face at least another seat. At least two userscan set facing each other inside the cabin.

9) Payment System

The payment system 365 can provide a payment service to a user. Thepayment system 365 can operate on the basis of an electrical signalgenerated by the input device 310 or the communication device 330. Thepayment system 365 can calculate a price for at least one service usedby the user and request the user to pay the calculated price.

(2) Autonomous Vehicle Usage Scenarios

FIG. 11 is a diagram referred to in description of a usage scenario of auser according to an embodiment of the present invention.

1) Destination Prediction Scenario

A first scenario S111 is a scenario for prediction of a destination of auser. An application which can operate in connection with the cabinsystem 300 can be installed in a user terminal. The user terminal canpredict a destination of a user on the basis of user's contextualinformation through the application. The user terminal can provideinformation on unoccupied seats in the cabin through the application.

2) Cabin Interior Layout Preparation Scenario

A second scenario S112 is a cabin interior layout preparation scenario.The cabin system 300 may further include a scanning device for acquiringdata about a user located outside the vehicle. The scanning device canscan a user to acquire body data and baggage data of the user. The bodydata and baggage data of the user can be used to set a layout. The bodydata of the user can be used for user authentication. The scanningdevice may include at least one image sensor. The image sensor canacquire a user image using light of the visible band or infrared band.

The seat system 360 can set a cabin interior layout on the basis of atleast one of the body data and baggage data of the user. For example,the seat system 360 may provide a baggage compartment or a car seatinstallation space.

3) User Welcome Scenario

A third scenario S113 is a user welcome scenario. The cabin system 300may further include at least one guide light. The guide light can bedisposed on the floor of the cabin. When a user riding in the vehicle isdetected, the cabin system 300 can turn on the guide light such that theuser sits on a predetermined seat among a plurality of seats. Forexample, the main controller 370 may realize a moving light bysequentially turning on a plurality of light sources over time from anopen door to a predetermined user seat.

4) Seat Adjustment Service Scenario

A fourth scenario S114 is a seat adjustment service scenario. The seatsystem 360 can adjust at least one element of a seat that matches a useron the basis of acquired body information.

5) Personal Content Provision Scenario

A fifth scenario S115 is a personal content provision scenario. Thedisplay system 350 can receive user personal data through the inputdevice 310 or the communication device 330. The display system 350 canprovide content corresponding to the user personal data.

6) Item Provision Scenario

A sixth scenario S116 is an item provision scenario. The cargo system355 can receive user data through the input device 310 or thecommunication device 330. The user data may include user preferencedata, user destination data, etc. The cargo system 355 can provide itemson the basis of the user data.

7) Payment Scenario

A seventh scenario S117 is a payment scenario. The payment system 365can receive data for price calculation from at least one of the inputdevice 310, the communication device 330 and the cargo system 355. Thepayment system 365 can calculate a price for use of the vehicle by theuser on the basis of the received data. The payment system 365 canrequest payment of the calculated price from the user (e.g., a mobileterminal of the user).

8) Display System Control Scenario of User

An eighth scenario S118 is a display system control scenario of a user.The input device 310 can receive a user input having at least one formand convert the user input into an electrical signal. The display system350 can control displayed content on the basis of the electrical signal.

9) AI Agent Scenario

A ninth scenario S119 is a multi-channel artificial intelligence (AI)agent scenario for a plurality of users. The AI agent 372 candiscriminate user inputs from a plurality of users. The AI agent 372 cancontrol at least one of the display system 350, the cargo system 355,the seat system 360 and the payment system 365 on the basis ofelectrical signals obtained by converting user inputs from a pluralityof users.

10) Multimedia Content Provision Scenario for Multiple Users

A tenth scenario S120 is a multimedia content provision scenario for aplurality of users. The display system 350 can provide content that canbe viewed by all users together. In this case, the display system 350can individually provide the same sound to a plurality of users throughspeakers provided for respective seats. The display system 350 canprovide content that can be individually viewed by a plurality of users.In this case, the display system 350 can provide individual soundthrough a speaker provided for each seat.

11) User Safety Secure Scenario

An eleventh scenario S121 is a user safety secure scenario. Wheninformation on an object around the vehicle which threatens a user isacquired, the main controller 370 can control an alarm with respect tothe object around the vehicle to be output through the display system350.

12) Personal Belongings Loss Prevention Scenario

A twelfth scenario S122 is a user's belongings loss prevention scenario.The main controller 370 can acquire data about user's belongings throughthe input device 310. The main controller 370 can acquire user motiondata through the input device 310. The main controller 370 can determinewhether the user exits the vehicle leaving the belongings in the vehicleon the basis of the data about the belongings and the motion data. Themain controller 370 can control an alarm with respect to the belongingsto be output through the display system 350.

13) Alighting Report Scenario

A thirteenth scenario S123 is an alighting report scenario. The maincontroller 370 can receive alighting data of a user through the inputdevice 310. After the user exits the vehicle, the main controller 370can provide report data according to alighting to a mobile terminal ofthe user through the communication device 330. The report data caninclude data about a total charge for using the vehicle 10.

The above-described 5G communication technology can be combined withmethods proposed in the present invention which will be described laterand applied thereto or supplemented to specify or clarify technicalfeatures of the methods proposed in the present invention.

Hereinafter, various embodiments of the present invention will bedescribed in detail with reference to the attached drawings.

A server or an end-point requires sensing information of various sensors(e.g., a camera, an infrared camera, a radar, Lidar, V2X, etc.) used ina vehicle for remote driving. Such sensing information sent from aplurality of vehicles has vast amounts of data, one vehicle may requireat least five camera sensors for remote driving in general, and sensinginformation acquired from these sensors needs to be transmitted in realtime.

Here, an end-point refers to any device connectable to a network. Suchan end-point may include remote, wireless or mobile devices such asservers, notebook computers, tablets and cellular phones and may bereplaced by a terminal. In the present invention, the end-point canmanage automated vehicle & highway systems and issue orders toautonomous vehicles through a network. Such operations can beautomatically performed through computer calculation or performed byoperation values input from a user. A plurality of end-points may beused according to the design of an automated vehicle & highway systemand one end-point may control a plurality of autonomous vehicles.

Sensing information may not be transmitted in real time according to acommunication state or a sensor management resource policy of vehicles.Priority values for sensing information transmission of sensors requiredfor remove driving may depend on driving states. For example, when avehicle travels forward, sensing information of a front camera isrequired in real time and sensing information of a rear camera may betransmitted with lower priority. Accordingly, when a vehicle hasreceived a remote driving command form a server, the vehicle candetermine sensing information that needs to be transmitted in real time.Further, the vehicle can ascertain more necessary sensing informationaccording to a subject of remote driving (e.g., a person or a program)and a driving environment (e.g., day or night). However, when anemergency event occurs, the vehicle needs to transmit sensinginformation required for the emergency event irrespective of a travelingdirection.

The present invention proposes a method and an apparatus capable oftransmitting sensing information required in an autonomous vehicleduring remote driving in order of importance.

FIG. 12 illustrates an embodiment to which the present invention isapplicable.

A server generates driving route information according to a destinationof an autonomous vehicle and transmits the driving route information tothe autonomous vehicle. The autonomous vehicle receives the drivingroute information from the server (S1210). For example, the drivingroute information refers to information about a route through which theautonomous vehicle can arrive at the destination within a shortest time.For this, a GPS may be used and the server may use map information withrespect to roads. Further, information about traffic conditions of thecorresponding roads and weather may be received and used. Accordingly,the driving route information may be flexible and may be updated atpredetermined intervals.

The autonomous vehicle can set priority values of sensors on the basisof the received driving route information (S1220). A driving directionof the autonomous vehicle can be determined according to the drivingroute information and priorities of sensors can be determined accordingto the determined driving direction. Priority of sensing informationacquired from the sensors can be determined according to the prioritiesof the sensors. For example, when the autonomous vehicle travelsforward, sensing information about the front view of the autonomousvehicle may be the most important sensing information. Accordingly,sensor priorities may be 1) front camera, 2) left side camera, 3) rightside camera, 4) left-rear camera and 5) right-rear camera. If theautonomous vehicle turns left, sensor priorities may be 1) left sidecamera, 2) left-rear camera, 3) front camera, 4) right side camera and5) right-rear camera. That is, a sensor that senses a driving directionof the autonomous vehicle needs to have high priority, and to accomplishthis purpose, sensor priority may be set differently within a similarrange. Sensing information of a sensor with higher priority can betransmitted through communication prior to sensing information of othersensors. Sensing information can be transmitted according to setpriorities in cases in which it is transmitted to other autonomousvehicles or terminals as well as cases in which it is transmitted to theserver.

When an event of detecting an object has occurred in a sensor, theautonomous vehicle can determine a degree of danger of the object on thebasis of sensing information of the sensor (S1230). The degree of dangerrefers to a degree to which a problem is generated in driving of theautonomous vehicle due to the object. A degree of danger may bedesignated per object. A method of determining a degree of danger willbe described in detail later.

The autonomous vehicle can determine a type of transmitted data and atransmission period on the basis of the determined degree of danger(S1240). An object with a higher degree of danger requires accuratesensing information thereon and needs to have a shorter transmissionperiod for safe driving of the autonomous vehicle. Accordingly, in thecase of sensing an object with a “very high” degree of danger, sensinginformation about the object can include image data in which the objectis focused and have a short transmission period. In addition, priorityset on the basis of a driving route may be changed according to a degreeof danger. Priority of a sensor that senses an object with a high degreeof danger can be maintained high for a predetermined time. For example,a sensor that senses an object with a “very high” degree of danger canhave a highest priority value until the “very high” degree of danger ofthe object decreases. If an object detection event does not occur, theaforementioned step can be omitted.

The autonomous vehicle transmits sensing information according to setpriority values (S1250). This sensing information can be transmitted tothe server (end-point) or other autonomous vehicles, terminals or thelike.

Method of Determining Degree of Danger

When the sensing unit 270 of the autonomous vehicle detects an object,the processor 170 can determine a degree of danger of the object. Tothis end, an estimated arrival time of the object, proximity of theobject, and the like can be considered. If a plurality of objects isdetected, degrees of danger can be determined in the order of distancefrom the closest object.

Table 1 below shows a degree of danger determined in consideration of anestimated arrival time and proximity of an object.

TABLE 1 Degree of danger Estimated arrival time Proximity Very low 10seconds or longer Predicted route and route do not overlap Low 10seconds or longer Predicted route and route overlap Low 4 seconds orlonger and Predicted route and route do not shorter than 10 secondsoverlap but are close to each other High Shorter than 4 secondsPredicted route and route do not overlap but are close to each otherHigh 4 seconds or longer and Predicted route and route overlap shorterthan 10 seconds Very high Shorter than 4 seconds Predicted route androute overlap Very high Not considered Predicted route and route overlapand are within braking distance

The estimated arrival time refers to an estimated time taken for thecorresponding autonomous vehicle to arrive at an object. The object maybe fixed or mobile. The estimated arrival time can be calculated bydividing the distance between the autonomous vehicle and the object by arelative speed. The distance to the object can be calculated as astraight-line distance between the autonomous vehicle and the object,and the relative speed can be calculated on the basis of a vector valuehaving the same direction as an extension line of the straight-linedistance to the object. A braking distance can be considered incalculation of the estimated arrival time.

The braking distance is a distance that the autonomous vehicle hastraveled until its speed decreases to stop according to operation of abrake. The braking distance can be generally calculated according to atraveling speed and a distance according to brake response delay of thesubject of remote driving may be added thereto. Further, road surfaceconditions may be considered. Table 2 below shows a braking distanceaccording to road surface conditions.

TABLE 2 Traveling speed Dry road surface Slippery road surface 40 km/h8.0 m 26.2 m 60 km/h 16.3 m 66.4 m 80 km/h 27.7 m 125.1 m 100 km/h 41.9m 203.9 m

The proximity refers to a degree to which an object can approach theautonomous vehicle. Accordingly, the proximity can be determined bycomparing a predicted route of the object with a traveling route of theautonomous vehicle. Technologies such as artificial intelligence andassociative learning can be used to determine a predicted route of anobject. If the object is an autonomous vehicle that can performcommunication, the object can directly request and receive informationfor route prediction. The proximity of the object increases when apredicted route corresponds to a traveling route, and a distance betweenthe predicted route and the traveling route can be considered when thepredicted route does not correspond to the traveling route. Thisdistance can be considered when a lane included in the predicted routeof the object is next to a traveling lane of the autonomous vehicle orthe distance between the traveling route of the autonomous vehicle andthe predicted route of the object is predicted to be within 5 m.

FIG. 13 illustrates an embodiment of determining a degree of danger towhich the present invention is applicable.

The sensing unit 270 of the autonomous vehicle senses the surroundingenvironment at regular intervals (S1310). The types and number ofsensors constituting the sensing unit 270 can be appropriately selectedaccording to driving environment, driving purpose and the like of theautonomous vehicle.

The processor 170 of the autonomous vehicle can continuously monitorwhether an object detection event occurs in the sensing unit 270(S1320).

When an object detection event has occurred, the processor 170 candetermine a degree of danger of the corresponding object, and if aplurality of objects is detected, preferentially determine a degree ofdanger of an object closest to the autonomous vehicle (S1330).

Degrees of danger can be designated for respective objects andclassified into four stages. When the degree of danger is set to “verylow”, a transmitted data type of the corresponding object may be textdata that requires less resources and this text data may include anarrival distance to the object and/or the speed of the object. When thedegree of danger is set to “low”, picture data can also be transmittedfor transmission of more accurate information about the object. When thedegree of danger is set to “high”, image data with high accuracy can betransmitted instead of picture data. When the degree of danger is set to“very high”, image data can be transmitted at shorter intervals thannormal transmission intervals and sensing information in which theobject is focused can also be transmitted.

The sensing information is transmitted to the server or anotherautonomous vehicle according to a set data type and transmission period(S1340). That is, when sensing information transmissions compete among aplurality of sensors, sensing information can be transmitted accordingto priority set per sensor and a data type and a transmission period canbe set as characteristics of transmitted sensing information. However,in the case of a sensor that senses an object with a high degree ofdanger, the priority of the sensor may be reset to be high for apredetermined time.

FIG. 14 illustrates an embodiment to which the present invention isapplicable.

An embodiment in which a data type and a transmission period aredetermined when an autonomous vehicle travels forward in the daytime isillustrated, and the autonomous vehicle may have five camera sensors,for example.

A front camera can detect a plurality of vehicles. Accordingly, when anobject having a high degree of danger is detected, a data type of thefront camera is set to image data and may have a relatively shorttransmission period. Left side and right side cameras are also likely todetect an object having a high degree of danger and thus image data canbe set to a data type. However, a transmission period may vary accordingto a distance to an object.

In the case of a rear camera, an object having a low degree of danger isdetected and picture data may be set to a data type. In this case, adata type and a transmission period may also be reset according tochange in a degree of danger of a detected object.

FIG. 15 illustrates an embodiment to which the present invention isapplicable.

An embodiment in which a data type and a transmission period aredetermined when an autonomous vehicle rapidly decelerates isillustrated, and the autonomous vehicle may have five camera sensors,for example.

When the autonomous vehicle rapidly decelerates, there is a highprobability of a rear camera detecting an object having a high degree ofdanger. When there is an object approaching behind the autonomousvehicle, a data type of the rear camera can be reset to image data frompicture data. On the other hand, in the case of a front camera, statechange from detection of an object having a high degree of danger todetection of objects having low degrees of danger may occur. In thiscase, a data type of the front camera can be reset to picture data fromimage data.

FIG. 16 illustrates an embodiment to which the present invention isapplicable.

An autonomous vehicle may include a sensing unit 270 composed of aplurality of sensors, a communication device 220, a memory 140 and aprocessor 170 for controlling these components.

Driving route information may be received from a server through thecommunication device 220 and the received driving route information maybe transmitted to the processor 170 (S1610).

The processor 170 sets priority values of sensors on the basis of thereceived driving route information (S1620).

The processor 170 receives first sensing information acquired by asensor included in the sensing unit 270 through the communication device220 (S1630). The first sensing information may be received at a periodset in the sensor.

The processor 170 monitors whether an object detection event occursthrough the first sensing information, and when an object is detected,determines a degree of danger of the object according to theabove-described method of determining a degree of danger (S1640).

A transmitted data type and a transmission period of sensing informationare determined on the basis of the determined degree of danger. Further,priority of a sensor that senses an object having a high degree ofdanger may be reset. Second sensing information according to thetransmitted data type, the transmission period and the prioritydetermined in this manner is transmitted to the sever through thecommunication device 220 (S1650).

The server effectively determines surrounding situations of theautonomous vehicles through the second sensing information and can allowsafer and more efficient remote driving.

The above-described present invention can be implemented withcomputer-readable code in a computer-readable medium in which programhas been recorded. The computer-readable medium may include all kinds ofrecording devices capable of storing data readable by a computer system.Examples of the computer-readable medium may include a hard disk drive(HDD), a solid state disk (SSD), a silicon disk drive (SDD), a ROM, aRAM, a CD-ROM, magnetic tapes, floppy disks, optical data storagedevices, and the like and also include such a carrier-wave typeimplementation (for example, transmission over the Internet). Therefore,the above embodiments are to be construed in all aspects as illustrativeand not restrictive. The scope of the invention should be determined bythe appended claims and their legal equivalents, not by the abovedescription, and all changes coming within the meaning and equivalencyrange of the appended claims are intended to be embraced therein.

Furthermore, although the invention has been described with reference tothe exemplary embodiments, those skilled in the art will appreciate thatvarious modifications and variations can be made in the presentinvention without departing from the spirit or scope of the inventiondescribed in the appended claims. For example, each component describedin detail in embodiments can be modified. In addition, differencesrelated to such modifications and applications should be interpreted asbeing included in the scope of the present invention defined by theappended claims.

INDUSTRIAL APPLICABILITY

Although the present invention has been described focusing on examplesapplied to automated vehicle & highway systems based on 5G system, thepresent invention is also applicable to various wireless communicationsystems and autonomous apparatuses.

1. A method for transmitting sensing information of an autonomousvehicle for remote driving in automated vehicle & highway systems, themethod comprising: receiving information on a driving route of theautonomous vehicle from a server; acquiring sensing information of asurrounding environment; setting priority values of sensors fortransmission of the sensing information on the basis of a drivingdirection determined by the information on the driving route; setting avalue for a degree of danger of a sensed object on the basis of thesensing information; and setting a transmission period of the sensinginformation on the basis of the value for the degree of danger, whereinthe setting of the transmission period comprises setting a shortertransmission period as the value for the degree of danger increases. 2.The method of claim 1, wherein the setting of the priority valuescomprises setting a highest priority value for a sensor that senses thedriving direction.
 3. The method of claim 2, further comprising settinga transmitted data type of the sensing information on the basis of thevalue for the degree of danger.
 4. The method of claim 3, furthercomprising transmitting the sensing information to the server on thebasis of the priority values, the transmission period and thetransmitted data type.
 5. The method of claim 4, wherein the transmitteddata type includes text data, picture data and image data.
 6. The methodof claim 5, further comprising transmitting sensing information in whichthe object is focused on the basis of the value for the degree ofdanger.
 7. The method of claim 3, wherein the value for the degree ofdanger is based on an estimated arrival time and a value for a degree ofproximity of the object.
 8. The method of claim 7, wherein the value forthe degree of proximity is based on whether a predicted route of theobject and the driving route correspond to each other.
 9. The method ofclaim 8, wherein the priority values are reset for a predetermined timeon the basis of the degree of danger.
 10. An autonomous vehicle fortransmitting sensing information for remote driving in automated vehicle& highway systems, comprising: a sensing unit including a plurality ofsensors; a communication device; a memory; and a processor, wherein theprocessor is configured to: receive, via the communication device,information on a driving route of the autonomous vehicle from a server;acquire, sensing information of a surrounding environment through thesensing unit; set, priority values of sensors for transmission of thesensing information on the basis of a driving direction determined bythe information on the driving route; set, a value for a degree ofdanger of a sensed object on the basis of the sensing information; andset, a transmission period of the sensing information on the basis ofthe value for the degree of danger, wherein a shorter transmissionperiod is set as the value for the degree of danger increases.
 11. Theautonomous vehicle of claim 10, wherein the processor sets a highestpriority value for a sensor that senses the driving direction.
 12. Theautonomous vehicle of claim 11, wherein the processor sets a transmitteddata type of the sensing information on the basis of the value for thedegree of danger.
 13. The autonomous vehicle of claim 12, wherein theprocessor transmits the sensing information to the server through thecommunication device on the basis of the priority values, thetransmission period and the transmitted data type.
 14. The autonomousvehicle of claim 13, wherein the transmitted data type includes textdata, picture data and image data.
 15. The autonomous vehicle of claim14, wherein the processor transmits sensing information in which theobject is focused on the basis of the value for the degree of dangerthrough the communication device.
 16. The autonomous vehicle of claim12, wherein the value for the degree of danger is based on an estimatedarrival time and a value for a degree of proximity of the object. 17.The autonomous vehicle of claim 16, wherein the value for the degree ofproximity is based on whether a predicted route of the object and thedriving route correspond to each other.
 18. The autonomous vehicle ofclaim 17, wherein the priority values are reset for a predetermined timeby the processor on the basis of the degree of danger.
 19. Theautonomous vehicle of claim 10, wherein the autonomous vehicle realizesat least one advanced driver assistance system (ADAS) function on thebasis of a signal for controlling movement of the autonomous vehicle.20. The method of claim 1, wherein the autonomous vehicle realizes atleast one ADAS function on the basis of a signal for controllingmovement of the autonomous vehicle.